US5711712A - Controller for an automatic motor vehicle transmission - Google Patents

Controller for an automatic motor vehicle transmission Download PDF

Info

Publication number
US5711712A
US5711712A US08/684,030 US68403096A US5711712A US 5711712 A US5711712 A US 5711712A US 68403096 A US68403096 A US 68403096A US 5711712 A US5711712 A US 5711712A
Authority
US
United States
Prior art keywords
transmission ratio
motor vehicle
transmission
driver
fuzzy logic
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
US08/684,030
Other languages
English (en)
Inventor
Friedrich Graf
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Original Assignee
Siemens AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Family has litigation
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=8215614&utm_source=***_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=US5711712(A) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by Siemens AG filed Critical Siemens AG
Assigned to SIEMENS AKTIENGESELLSCHAFT reassignment SIEMENS AKTIENGESELLSCHAFT ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: GRAF, FRIEDRICH
Application granted granted Critical
Publication of US5711712A publication Critical patent/US5711712A/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/38—Control of exclusively fluid gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101—Infinitely variable gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/1819—Propulsion control with control means using analogue circuits, relays or mechanical links
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
    • F16H61/66254—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members controlling of shifting being influenced by a signal derived from the engine and the main coupling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2220/00—Monitoring, detecting driver behaviour; Signalling thereof; Counteracting thereof
    • B60T2220/02—Driver type; Driving style; Driver adaptive features
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0043—Signal treatments, identification of variables or parameters, parameter estimation or state estimation
    • B60W2050/0057—Frequency analysis, spectral techniques or transforms
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0604—Throttle position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/30—Driving style
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/08—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers
    • B60W40/09—Driving style or behaviour
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H2059/003—Detecting or using driving style of a driver, e.g. for adapting shift schedules
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/50—Inputs being a function of the status of the machine, e.g. position of doors or safety belts
    • F16H2059/506—Wheel slip
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H2061/0012—Transmission control for optimising power output of driveline
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H2061/0015—Transmission control for optimising fuel consumptions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H2061/0075—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by a particular control method
    • F16H2061/0081—Fuzzy logic
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H59/141—Inputs being a function of torque or torque demand of rate of change of torque or torque demand
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H59/18—Inputs being a function of torque or torque demand dependent on the position of the accelerator pedal
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/60—Inputs being a function of ambient conditions
    • F16H59/66—Road conditions, e.g. slope, slippery
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals

Definitions

  • the invention relates to a controller for an automatic motor vehicle transmission having a fuzzy logic unit provided with at least one rule base, through the use of which a transmission ratio of the transmission is set with the aid of data stored in characteristic maps as a function of a gas pedal position and a vehicle speed, and through the use of which a load condition of the motor vehicle ("load”) and a driving style of the driver (“driver”) are taken into account when selecting the characteristic map.
  • the transmission ratio of the transmission is automatically set with the aid of stored characteristic maps as a function of the gas pedal position and of the driving speed or engine speed. Moreover, in that case the load condition of the motor vehicle and the driving style of the driver are taken into account (Published European Patent Application 0 471 102 A1, German patent DE 33 41 652 C2).
  • a controller for an automatic motor vehicle transmission including a fuzzy logic unit having at least one rule base for setting a transmission ratio of a transmission with the aid of data stored in characteristic maps as a function of a gas pedal position and a vehicle speed, and for taking a load condition of the motor vehicle and a driving style of a driver into account when selecting the characteristic map, the controller comprising a plurality of prescribed load-adaptive and driver-adaptive control characteristic maps or rule bases replacing the control characteristic maps, for setting the engine speed to a desired engine speed by continuous regulation of the transmission ratio; and a correction circuit being connected to the fuzzy logic unit and receiving a blocking signal from the fuzzy logic unit taking into account a dynamic driving condition of the motor vehicle for limiting adjustments of the transmission ratio, or an active adjusting signal for actively determining adjustments of the transmission ratio; the fuzzy logic unit also taking into account increased vehicle loading when setting the transmission ratio.
  • the advantages of the invention lie, in particular, in that it is possible for the fuzzy logic unit to take many parameters into account in a simple way, but that due to the use of stored data (for example in control characteristic maps) it is always ensured that the transmission ratio of the transmission is fixed in a tried and tested way. Moreover, the required data can be calculated in advance.
  • a signal conditioning circuit connected to the fuzzy logic unit for averaging a signal reproducing the gas pedal position or throttle valve position over a prescribed period.
  • the signal conditioning circuit forms a difference of each two signals reproducing a transverse acceleration of the motor vehicle in successive time intervals and uses the difference to detect a start of cornering.
  • the signal conditioning circuit determines a frequency of adjustment of the gas pedal during a prescribed time interval and uses the frequency of adjustment to evaluate the driving style of the driver.
  • the signal conditioning circuit forms and averages an absolute value of a difference between driving and braking forces and tractive resistances of the motor vehicle in a plane over a prescribed period to obtain a mean value, and determines a type of roadway and a loading of the motor vehicle from the mean value.
  • the data used to control the transmission ratio are stored in characteristic maps connected to the signal conditioning circuit or are generated by another fuzzy logic unit.
  • the fuzzy rule base fixes or varies a characteristic map as a function of a respectively preceding characteristic map, with a first selection signal characterizing the driving style of the driver, and a second selection signal characterizing the load condition of the motor vehicle.
  • the fuzzy rule base fixes or varies a characteristic map as a function of a third selection signal characterizing a type of roadway being driven upon.
  • a characteristic map is varied by pointwise displacement of transmission ratio value assignments.
  • the fuzzy logic unit carries out adjustments of the transmission ratio slowly or only if they are reasonable for the driver.
  • FIG. 1 is a block circuit diagram showing essential components of a motor vehicle having a transmission controller according to the invention
  • FIG. 2 is a block circuit diagram showing the transmission controller of the motor vehicle according to FIG. 1;
  • FIGS. 3 to 6 are diagrams showing examples of control characteristic maps of the transmission controller according to FIG. 2;
  • FIGS. 7 to 9 are three-dimensional representations of control characteristic maps of the transmission controller according to FIG. 2;
  • FIG. 10 is a matrix used in the transmission controller according to FIG. 2 for a control characteristic map selection
  • FIG. 11 is a flowchart for the control characteristic map selection
  • FIG. 12 is a table which contains conditions for approval of shifts by changing the control characteristic map
  • FIG. 13 is a flowchart in accordance with which a dynamic correction of the transmission ratio is carried out
  • FIG. 14 is a flowchart for a further dynamic correction of the transmission ratio by a fuzzy logic unit.
  • FIG. 15 is a group of diagrams showing a driving maneuver for the purpose of explaining the dynamic correction of the transmission ratio.
  • FIG. 1 there is seen a motor vehicle 1 that has an engine 2 which is controlled by an engine controller 3.
  • An engine output shaft 4 is connected through a non-illustrated torque converter with an automatic transmission 5 which is controlled by an electronic controller 6 according to the invention.
  • an electronic controller 6 instead of a hydrodynamic torque converter, it is also possible to use hydraulic or electromagnetic clutches or mechanically operated dry clutches.
  • a transmission 5 is constructed as a continuous transmission.
  • a transmission output shaft 8 is connected to a driven axle of the motor vehicle, which is symbolized in this case by a driven wheel 9.
  • a gas pedal 10 Through the use of a gas pedal 10, the driver of the motor vehicle conveys his or her commands, or strictly speaking his or her wishes, to the engine controller 3.
  • a braking signal which is generated, for example, by a non-illustrated stop light switch, passes through a line 11 to the engine controller 3.
  • the motor vehicle is provided with a wheel slip or antislip control device (ASR) 12 and an anti-skid system (ABS) 13, which are connected to one another and to the engine controller 3 and the transmission controller 6 through signal lines 15 for the purpose of exchanging signals.
  • the engine controller 3 sends signals through a signal line 16 to the engine 2 in order to control an ignition, an injection and a throttle valve (the latter only if an appropriate control device is present).
  • the driver determines the driving range of the automatic transmission 5 in the usual way through the use of a selector lever 17.
  • Selector lever signals pass through a mechanical connection 18a to the transmission 5 and through an electric signal line 18b to the controller 6.
  • the controller 6 sends control signals through a signal line 19 to the transmission 5, in order to set a respective transmission ratio i.
  • the speed of the transmission output shaft 8 is signaled to the controller 6 by a speed sensor 20 through a signal line 21.
  • At least the signal lines 15, which connect the control devices 3, 6, 12 and 13 to one another, can be formed of individual lines or of a bidirectional bus, for example of a known CAN bus or LAN bus.
  • the control devices and controllers 3, 12 and 13 need not be present. However, if they are it is advantageous that the transmission controller 6 can access the sensor signals delivered by them (for example the information on the wheel speeds) and variables derived therefrom.
  • the electronic controller 6 shown in FIG. 2 has the following components: a signal conditioning circuit (referred to below as a signal conditioner for short) 22, a fuzzy logic control circuit (referred to below as a fuzzy logic unit) 23, a characteristic map memory 24 having a plurality of control characteristic maps or transmission ratio tables, a control characteristic map selecting circuit (referred to below as a CCM selection for short) 25, a dynamic correction circuit 26 and a transmission ratio regulator 27.
  • This regulator can also be built as an independent device directly onto the transmission.
  • slip conditions As an alternative to determination from the wheel speeds, these slip conditions can also be delivered by the wheel slip control device 12 or by the anti-skid system 13.
  • the controller 6 thus also has available operating parameters or sensor signals of other control devices if such are present.
  • a driver recognition is carried out, that is to say it is determined whether the driving behavior of the driver is sporty or aimed at consumption, and it is finally established whether shifting up or shifting down, or in general changing the transmission ratio i, is allowed or forbidden.
  • the fuzzy logic unit operates so to say as an expert for determining such decisive parameters.
  • the inference system 29 appropriately generates three signals "load”, “driver” and “shift” and, as the case may be, a further signal “road/environment”, which are converted in three defuzzifiers 30 that are supplemented by a further defuzzifier 31, as the case may be, into physical manipulated variables, and control the transmission ratio of the automatic transmission as output signals of the fuzzy logic unit 23. For this purpose, they pass through signal lines 32, 33, 34 and 35 to the further shift components 25 and 26 mentioned above.
  • the line 34 is constructed as a multiple signal line or data bus.
  • the "load” signal and the "driver” signal and, as the case may be, the "road/environment” signal are combined with one another in the control characteristic map selection 25, and produce a "selection” signal which passes through a signal line 36 to the characteristic map memory 24 and there selects the control characteristic map which is most suitable in the respective case.
  • Input signals of the characteristic map memory 24 are, for example, the driver's wish or option (throttle valve position dK) and the transmission output speed n ab . It is also possible for other signals to pass as input signals from the controller inputs, which determine the desired engine speed, through a multiple signal line 38 into the control characteristic map selection 25 and into the dynamic correction circuit or unit 26. The latter can also directly determine a desired transmission ratio i des or a transmission speed.
  • the signal "load” is a measure of externally induced load conditions in the form of increased vehicle loading and/or driving on an upgrade or a downgrade, and it results in a requirement to match the shift response or the transmission ratio to the new load condition.
  • the signal “driver” describes the driving style of the driver, which can be influenced indirectly, as well as by externally induced circumstances such as the type of the driving route (town, highway, freeway).
  • the classification of the driving route can also be performed by an additional rule base which delivers further information on the traffic flow (for example, stop and go traffic) and on the frequency of bends and grades (see Published European Patent Application 0 626 527 A1).
  • the signal "selection” generated from the signals mentioned above effects the selection of respectively suitable control characteristic maps "CCM1 to CCMn" in the characteristic map memory 24.
  • suitable control characteristic maps CCM1 to CCMn are selected given overshooting or undershooting of sharp limits for the signals.
  • the matching to the external load conditions takes precedence over matching to the driving style.
  • Another possibility is completely or partially displacing control characteristic maps, for example to higher engine speeds in the case of hill climbing.
  • the fuzzy logic control circuit 23 can intervene actively through the use of the signal "shift” in the dynamic correction circuit 26 and suppress specific changes in transmission ratio (shifting up or down), or prevent any adjustment of the transmission ratio. Adjustment operations which result from the control characteristic maps are dynamically corrected by the signal "shift". An example is fast cornering.
  • the shift response is fixed exclusively by characteristic maps, there is frequently a shift up upon entering the bend when the driver releases the gas pedal, that is to say there is a "step up” to a higher transmission ratio, and upon leaving the bend, there is a shift down, or a "step down", when the driver presses the gas pedal again. In this case, however, these gear shifts, which impair the driving stability and the driving comfort and promote wear, are prevented.
  • the driving dynamics condition of the motor vehicle is taken into account in an entirely general fashion when fixing the transmission ratio.
  • the fuzzy logic unit 23 prevents or delays adjustments to the transmission ratio which could impair the driving stability. Moreover, when it permits an adjustment, the correction circuit 26 drives electrohydraulic actuators in the transmission 5 in such a way that a change in transmission ratio is performed only when it is reasonable for the driver. Finally, with the aid of the signal i des received through a signal line 40 from the correction circuit 26, the transmission ratio regulator 27 produces the required transmission ratio i and thereby controls the transmission 5. As an alternative, it can also regulate the engine speed.
  • the programs of the fuzzy logic unit 23 are compiled with the aid of a CAE tool or tools as a program in the higher programing language C, or directly as object code.
  • the control circuit 23 can also be realized in hardware, for example as a peripheral unit of a computer system.
  • a gas pedal mean value dK -- mean represents the mean value over a prescribed period of the driver's wish or option dK given by the throttle valve position, and is used for the purpose of calculating the driving style, specifically in a rule base RB -- driver, which is a component of the inference system 29.
  • This mean value is calculated as follows:
  • k is a normalization factor for evaluating the current dK value (k>1)
  • n is the n th computing cycle.
  • v fr the wheel velocity front right (respectively for rear-wheel or all-wheel drive, whereas in the case of front-wheel drive the rear wheel velocities are used).
  • the wheel velocities are calculated from the measured wheel speeds.
  • the above calculation of the transverse acceleration ay is correct only if there are no significant slip conditions. However, since other rules have higher priority than the influence of the transverse acceleration in the case of slip conditions, the loss of topicality in the transverse acceleration ay has no effect if the transverse acceleration ay is set to a replacement value given the presence of slip.
  • ⁇ F represents the balance of the forces acting on the motor vehicle at the transmission output.
  • level it must be equal to zero without an external load, for example a payload or trailer operation. If it is not, it is possible therefrom to detect an increased vehicle mass, a road gradient and/or an external load (payload, trailer operation, etc.).
  • a mean differential force ⁇ F -- mean is a measure of the road upgrade or downgrade and/or the vehicle loading. It represents the mean value of the differential force ⁇ F in a time interval z. It is possible, for example, through the use of it to detect a very hilly or mountainous driving route and/or an increased vehicle loading, and to ensure an appropriate response of the transmission through the use of a rule base RB -- load even over a relatively long time. As a result, for example, a load-adaptive control characteristic map is maintained after a long upgrade, that is to say subsequent shifting up is prohibited. A lower transmission ratio with a better motor braking effect is then available in the subsequent downhill drive. Thus, superfluous stepping up and stepping down is avoided in the case of a hilly highway with the aim of using the same transmission ratio downhill and uphill.
  • k is a normalization factor for evaluating the absolute value of the current differential force
  • n is the computing cycle
  • p is the number of computing cycles until a new mean value is reached after a sudden change in
  • (for example p 256).
  • a gas pedal activity ddK -- mean represents the frequency of the adjustment of the gas pedal dK in an interval z, and is calculated as follows:
  • ⁇ dk represents the gas pedal adjustment rate.
  • the braking force can be delivered by an ABS control device or an appropriate sensor, the equation above can be used to calculate a useful value for the differential force. If the braking force is not delivered, this must be taken into account in the case of braking.
  • the wheel speeds are used to calculate the transverse acceleration and the wheel slip.
  • even small speed differences can lead to significant values of the calculated variables. It is therefore necessary to detect and to correct erroneous calculations by changing the circumference of one or more wheels, for example by a tire change or by fitting snow chains. Otherwise, shifting up in the event of detected cornering, for example, would be erroneously blocked because of high transverse acceleration. That can be prevented as follows: after restarting the transmission control device 6, that is to say after switching on the ignition, the calculated transverse acceleration must be below a limiting value for a prescribed time. Otherwise, it is set equal to zero for the duration of the current operating cycle.
  • the output signals "load” and “driver” and, as the case may be, "road/environment” of the fuzzy logic unit 23 and the control characteristic map CCM(t) being active at an instant t determine the control characteristic map at the subsequent instant CCM(t+1).
  • the cycle time is approximately 20 ms.
  • the control characteristic maps stored in the characteristic map memory 24 are tuned to one another.
  • E driver-adaptive control characteristic maps
  • M medium
  • S sport
  • SA load-adaptive control characteristic maps
  • shifting up is performed in the case of from E through M to S with increasing dependence on the output speed n ab .
  • the control characteristic map SA effects only stepping down in the case of average vehicle speed or output speed.
  • FIG. 3 reproduces the typical behavior of an Otto (spark-ignition) engine.
  • the closed curves show the specific consumption in g/kWh as a function of the operating points of engine speed n eng and engine torque M eng . It is seen that the efficiency rises in a region which becomes ever smaller.
  • the dashed lines represent the output engine torque as a function of the engine speed and of the throttle valve position dK as parameters. It emerges clearly that the requirement to operate the engine in regions of the lowest specific consumption can be fulfilled more effectively through the use of a continuous transmission than through the use of a transmission with fixed transmission steps.
  • the engine speed can be set independently of the output speed of the transmission by continuous adjustment of the transmission ratio.
  • control characteristics such as, for example, an "economy” control characteristic E in FIG. 3, oppose optimization of the driving performance.
  • a "sport" control characteristic S permits an equal engine output for a smaller throttle valve angle and a higher driving performance can be achieved by the higher transmission ratio (corresponding to a "lower gear”).
  • automatic matching through the use of selecting different strategies when setting the transmission ratio effects a response which meets the need. It is only the throttle valve or gas pedal position dK, reproducing the driver's wish or option, which serves as an input parameter for the control characteristics E and S.
  • the engine speed to be set is determined therefrom with the aid of FIG. 3.
  • control characteristic maps Further dependencies of the operating parameters of the motor vehicle can be represented by control characteristic maps.
  • the transmission ratio or the engine speed is set in such a way that in the case of a driving style emphasizing performance, the engine speed is coupled more closely to the vehicle speed. A more intense experience of acceleration is thereby produced for the driver.
  • the desired engine speed n -- eng -- s is represented as a function of the output speed n ab , with the throttle valve position dK as a parameter.
  • the engine operating point remains in regions of low consumption, except in the case of full-load operation or kick-down operation, which follows from the diagram in FIG. 5, that is a representation corresponding to that of FIG. 4.
  • the transmission ratio In the case of significant values of the signal "load", for example during hill climbing, the transmission ratio must be set in such a way that sufficient torque is available at the transmission output for acceleration processes, since after all a portion of the overall torque is required for driving uphill. As in the case of a performance-oriented driving style, this can be performed by selecting a higher engine speed in conjunction with a lower transmission ratio.
  • the desired engine speed n -- eng -- s in this case is a function of the throttle valve position dK and of the absolute value of the differential torque
  • the characteristic map memory 24 of FIG. 2 receives all of the controller inputs as input signals through the signal line 38.
  • a further optimization criterion for a control characteristic map is the minimization of the exhaust gas emissions.
  • a control characteristic map configured in such a way, the engine is then operated in an appropriate operating region, with care being taken to ensure operating conditions that are as stable as possible so that the exhaust gas control can operate under the most favorable conditions.
  • a further fuzzy logic unit with a rule base which replaces the characteristic map memory 24, is used to determine a desired engine speed from the input variables dK, n ab , "load” and “driver", for example.
  • the advantages of the fuzzy method become plain in this case, specifically the possibility of combining a plurality of items of information through rules in such a way that they yield a clear overall response of the controlled device.
  • the conclusions drawn from the rules can be varied in this case.
  • the further fuzzy logic unit is not represented, since it corresponds to the fuzzy logic unit 23.
  • the rules of the rule base are as follows in this case:
  • FIG. 7 It is possible in this way to achieve a response as represented in FIG. 7. Like FIGS. 8 and 9, this figure was produced by using the CAE tool, and the fuzzy system that is constructed can be analyzed by using such representations before it is implemented in the electronic controller 6 shown in FIG. 1. It is evident that a response is achieved in this case which is similar to the case of the control characteristic map according to FIG. 5: in a large region the engine is prescribed an operational performance which yields the smallest possible consumption. The response of the driver can be taken into account by an additional rule:
  • control characteristic maps are used, they are to be selected by the CCM selection 25. This selection of the control characteristic maps is described below:
  • a driver-adaptive control characteristic map If a driver-adaptive control characteristic map has been changed, it remains active without change for a prescribed holding time in order to avoid frequent shifting due to fluctuations in the selection signals.
  • a control characteristic map oriented toward driving performance always prevails immediately against a more economic control characteristic map in order, for example, to immediately make the required acceleration available to the driver by a suitable shift response of the transmission (also see FIG. 11) during an overtaking process.
  • the duration of the holding time can be made dependent on the response of the driver in order, for example, to effect longer holding times upon activation of the S control characteristic map in the case of a very high performance requirement, that is to say in the case of a large signal "driver".
  • functional relationships of this type depend on the engine, the body and the transmission of the respective type of motor vehicle.
  • the matrix seen in FIG. 10 contains the conditions which must be fulfilled, for example, by the output signals "driver” and "load” of the fuzzy logic unit 23 in order to pass over from an "old" control characteristic map, (left-hand column), that is to say one which has been used at a given instant t, to a "new" one at an instant t+1.
  • the variables em, ms, xta, xa, me, sm, tax and ax are prescribable limiting values for the two signals "driver" and "load”.
  • the symbol ⁇ represents an AND operation.
  • the signal "load” must be larger than a limiting value xta, and the signal "driver” must be smaller than a limiting value ms.
  • a change from the S control characteristic map to the SA control characteristic map is not permitted, since the sporty S control characteristic map also fulfills the conditions for driving on roads with moderate upgrades, for which the semi-adaptive control characteristic map is provided.
  • the output signals of the fuzzy logic unit 23 can also be used for the purpose of changing one or a few basic characteristic maps.
  • the signal "driver” and, as the case may be, the signal "load” shift the characteristic maps or change them, as is to be seen from FIGS. 4 to 6.
  • dependence of the engine speed on the output speed of the transmission is intensified.
  • the number of required basic characteristic maps and the outlay upon selecting individual characteristic maps can be reduced.
  • the limiting values in the matrix of FIG. 10 are determined in road tests. They must have a prescribed hysteresis between the activation and abandonment of a control characteristic map.
  • the limiting value em for the change from the E control characteristic map to the M control characteristic map is larger than the limiting value me for the return from the M control characteristic map to the E control characteristic map: em>me.
  • the activation limiting values can be changed, for example those for the S control characteristic map can be increased, because the signal "driver" must be more weakly evaluated in the case of hill climbing.
  • fuzzy logic becomes evident in this case, namely that a variable evaluation of the input variables is undertaken which permits different conclusions. For example, if the signal "driver" has a very high value there is a short-term performance requirement of the driver, for example during overtaking. This quantitative evaluation is undertaken by the fuzzy logic unit and can be used as such in particular.
  • the matrix according to FIG. 10 can be realized technically by a computer with an appropriate program which processes appropriate inquiries and jumps or has a table which is addressed as a function of the current control characteristic map CCM (t).
  • the computer then extracts the activation limiting values and the type of comparison (">" or " ⁇ ") from the table and fixes the new control characteristic map to be activated by comparing the signals "driver” and "load” with the limiting values from the table.
  • the entire flow chart of the operations carried out in this process is represented in FIG. 11. This flow chart is self-explanatory.
  • the transmission controller 6 uses its correction circuit 26 to carry out a dynamic correction, accompanied by adjustment matching when changing the control characteristic map, as follows.
  • the new desired engine speed n -- eng -- s is determined as input in the characteristic map memory 24 of FIG. 2 from the signals dK and n ab , for example.
  • Row 1 of this table treats the case in which the motor vehicle finishes a hill climb and the transmission controller therefore switches from a load-adaptive to a driver-adaptive control characteristic map, as a result of which the desired engine speed is reduced.
  • the new desired engine speed n -- eng -- s (t+1) is not realized immediately as a speed jump, but instead the engine speed is continuously brought up to the new speed at a rate of change DELTA -- NENG1 (with the unit rpm/min/s).
  • the change can be carried out not only as a function of time, but also as a function of operating parameters such as the distance covered or the acceleration.
  • a further simplification and improvement of the functions described above is achieved when a possibly corrected, desired engine speed n -- eng -- s(t) is calculated from the previous control characteristic map CCM(t) and is compared with a new desired engine speed n -- eng -- s(t+1) which is calculated from the new control characteristic map CCM (t+1). If the comparison yields identical values, the new values and the change, associated therewith, of the control characteristic maps are permitted.
  • FIG. 13 shows a flow diagram according to which the above-described dynamic correction of the transmission ratio is carried out.
  • step S3 An interrogation is made in the step S3 as to whether or not the current desired engine speed is different from the desired engine speed at the instant t+1.
  • the procedure continues with a step S4 if it is not, and with a step S6 if it is.
  • the engine speed difference DELTA -- NENGX in accordance with the diagram in FIG. 6 is calculated in the step S6.
  • the corrected desired engine speed n -- eng -- s1 is approximated in a step S7 to the desired engine speed at the instant t+1 with the speed difference DELTA -- NENGX (compare FIG. 12):
  • step S8 An interrogation is made in a step S8 as to whether or not the desired engine speed to be set is equal to the desired engine speed at the instant t+1. If it is, then:
  • control characteristic map CCM(t) at the instant t is set equal to the control characteristic map CCM(t+1) at the instant t+1, that is to say a change is made to the new control characteristic map.
  • the program is terminated thereafter or after the interrogation in the step S8 if the interrogation is answered with no.
  • the value determined for the desired engine speed n -- eng -- s1 to be set in accordance with the program according to FIG. 13 is, as the case may be, recorrected in the dynamic correction circuit 26.
  • the characteristic map memory 24 and the control characteristic map selecting circuit 25 are used to calculate a desired engine speed which largely corresponds to the criteria of stationary operation.
  • a desired engine speed n -- eng -- s1 that is initially determined in the correction circuit is converted in a step S10 shown in FIG. 14 into a first corrected desired transmission ratio i -- s1.
  • the latter is subjected to correction by a relative change di and by an absolute correction value i -- cor, unless the driver prescribes the maximum correction by a kick-down command KD. This is interrogated in a step S11.
  • a subsequent corrected transmission ratio i -- s3 is set equal to the first transmission ratio i -- s1 and the program is exited.
  • a second desired transmission ratio i -- s2 is set equal to the first desired transmission ratio i -- s1, and the first desired transmission ratio is set equal to 0 at an instant to (step S14).
  • step S15 If the correction value di is above the threshold value IGR for the first time in the course of a driving maneuver, an interrogation is made in a step S15 as to whether or not the current desired transmission ratio i -- s1 (t 0 ) is equal to 0. If it is, it is set equal to a first value of the desired transmission ratio i -- s1 (step S16).
  • the current desired transmission ratio then serves as a basis for adjusting the transmission ratio through the use of a relative correction value which is calculated as follows (step S17): ##EQU2##
  • FIG. 15 The above processes are illustrated in FIG. 15 with the aid of a driving maneuver.
  • the transverse acceleration ay which permits cornering to be detected is represented in the diagram A).
  • the setting dk of the gas pedal by the driver who slackens the gas pedal in the bend (diagram B).
  • the result is a lowering of the desired engine speed n -- eng -- s2, because the operating point of the engine changes in the control characteristic map, for example according to FIG. 10 or 11.
  • This driving maneuver is detected by the fuzzy logic unit 23, and a corresponding correction value di is output (diagram C).
  • the transmission ratio i -- s1 (to) is stored at the instant to.
  • This transmission ratio equation I yields a region in which the corrected transmission ratio lies (diagram D). If i -- s2 lies outside this region (step S18 in FIG. 14), a resulting transmission ratio
  • step S20 and S21 of FIG. 14 is determined (steps S20 and S21 of FIG. 14) and actually set.
  • the variation in the resulting corrected transmission ratio i -- s3 is represented in diagram E against time t.
  • the time t is also plotted, as the abscissa, in each case in diagrams A) to D).
  • the correction value i -- cor in step S21 of FIG. 14 is assumed to be equal to zero.
  • the transmission i -- s2 can still be corrected by an "absolute adjustment intervention" using the correction value i -- cor (step S21 in FIG. 14).
  • the correction variable i -- cor can, for example, assume values of -50 to +50, as a result of which the transmission ratio i -- s2 changes by ⁇ 50%. It is thus also possible to correspondingly influence the output torque at the transmission output. This is particularly useful when significant slip conditions are indicated at the driving wheels by a long slip signal Sx.
  • the engine torque can be influenced additionally through an intervention signal transmitted to the engine controller 3.
  • the engine controller thereupon reduces the engine torque, for example by adjusting the ignition or the throttle valve or by shutting down a cylinder.
  • the transmission ratio is adjusted in such a way that a drag torque which is as small as possible occurs at the driving wheels.
  • the anti-slip control system can adjust the transmission ratio in such a way that the wheel slip of the driving wheels is reduced.
  • At least one actuator which is required for this purpose includes, for example, a known valve that influences the transmission ratio.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Transmission Device (AREA)
US08/684,030 1994-01-19 1996-07-19 Controller for an automatic motor vehicle transmission Expired - Fee Related US5711712A (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP94100742 1994-01-19
EP94100742 1994-01-19

Publications (1)

Publication Number Publication Date
US5711712A true US5711712A (en) 1998-01-27

Family

ID=8215614

Family Applications (1)

Application Number Title Priority Date Filing Date
US08/684,030 Expired - Fee Related US5711712A (en) 1994-01-19 1996-07-19 Controller for an automatic motor vehicle transmission

Country Status (7)

Country Link
US (1) US5711712A (ko)
EP (1) EP0739465B1 (ko)
JP (1) JP3481946B2 (ko)
KR (1) KR100335041B1 (ko)
DE (1) DE59509324D1 (ko)
ES (1) ES2158079T3 (ko)
WO (1) WO1995020114A2 (ko)

Cited By (27)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5910068A (en) * 1995-07-19 1999-06-08 Ford Global Technologies, Inc. Countershaft automatic gearbox, in particular an automatic gearbox for motor vehicles
US5968105A (en) * 1994-08-27 1999-10-19 Itt Manufacturing Enterprises Inc. Process for finding the transverse acceleration of a vehicle
FR2796893A1 (fr) 1999-07-30 2001-02-02 Renault Systeme de pilotage autoadaptatif d'un groupe motopropulseur pour vehicule
US6217477B1 (en) * 1996-03-29 2001-04-17 Mazda Motor Corporation Automatic transmission control system
WO2001032460A1 (fr) * 1999-11-05 2001-05-10 Renault Procede de commande d'un groupe motopropulseur en fonction du mode de conduite
US20010006923A1 (en) * 1999-12-29 2001-07-05 Juergen Loeffler System for adjusting a transmission ratio in a transmission built into a motor vehicle
US6308124B1 (en) 1998-11-16 2001-10-23 Cummins Engine Company, Inc. System for determining an equivalent throttle valve for controlling automatic transmission shift points
KR100313289B1 (ko) * 1999-10-14 2001-11-07 최성규 자동 변속기의 변속비 및 동력전달효율 계산 프로그램 수행 방법
US6418365B1 (en) * 1997-12-23 2002-07-09 Robert Bosch Gmbh System for regulating a gear transmission ratio
US6494379B1 (en) * 1996-05-31 2002-12-17 Robert Bosch Gmbh Method and arrangement having a data carrier
US6625535B2 (en) * 2001-08-17 2003-09-23 General Motors Corporation Adaptive powertrain braking control with grade, mass, and brake temperature
US6702713B2 (en) * 2001-12-21 2004-03-09 Eaton Corporation Shift strategies for mock continuously variable transmission
US20080306665A1 (en) * 2001-05-11 2008-12-11 Ricardo Uk Limited Vehicle transmission shift quality
US20090306866A1 (en) * 2008-06-10 2009-12-10 The Regents Of The University Of Michigan Method, control apparatus and powertrain system controller for real-time, self-learning control based on individual operating style
CN102518792A (zh) * 2011-12-16 2012-06-27 奇瑞汽车股份有限公司 一种自动变速箱模糊控制方法
US20130020803A1 (en) * 2004-09-27 2013-01-24 S.O.E. Technologies Inc. Steady-state and transitory control for transmission between engine and electrical power generator
US20130261874A1 (en) * 2012-04-01 2013-10-03 Zonar Systems, Inc. Method and apparatus for matching vehicle ecu programming to current vehicle operating conditions
GB2508690A (en) * 2012-09-06 2014-06-11 Jaguar Land Rover Ltd Vehicle control unit which suspends changes in selected operating modes
US9229906B2 (en) 2012-04-01 2016-01-05 Zonar Systems, Inc. Method and apparatus for matching vehicle ECU programming to current vehicle operating conditions
US9358986B2 (en) 2012-04-01 2016-06-07 Zonar Systems, Inc. Method and apparatus for changing either driver behavior or vehicle behavior based on current vehicle location and zone definitions created by a remote user
US9527515B2 (en) 2011-12-23 2016-12-27 Zonar Systems, Inc. Vehicle performance based on analysis of drive data
US9747254B2 (en) 2012-04-01 2017-08-29 Zonar Systems, Inc. Method and apparatus for matching vehicle ECU programming to current vehicle operating conditions
US20180180168A1 (en) * 2016-12-22 2018-06-28 Eaton Corporation High efficiency, high output transmission
US10056008B1 (en) 2006-06-20 2018-08-21 Zonar Systems, Inc. Using telematics data including position data and vehicle analytics to train drivers to improve efficiency of vehicle use
US10081368B1 (en) * 2012-01-30 2018-09-25 Apple Inc. Automatic configuration of self-configurable environments
CN110239558A (zh) * 2019-05-07 2019-09-17 江苏大学 一种基于识别系数的驾驶风格分层模糊识别***
US10431020B2 (en) 2010-12-02 2019-10-01 Zonar Systems, Inc. Method and apparatus for implementing a vehicle inspection waiver program

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1997001051A1 (de) * 1995-06-20 1997-01-09 Siemens Aktiengesellschaft Steuerung für eine einrichtung in einem kraftfahrzeug
US5957990A (en) * 1995-06-20 1999-09-28 Siemens Aktiengesellschaft Controller for a device in a motor vehicle
DE19618805A1 (de) * 1996-05-10 1997-11-13 Zahnradfabrik Friedrichshafen Verfahren zur Bewertung einer Kurvenfahrt bei einem Automatgetriebe
DE19625936A1 (de) * 1996-06-28 1998-01-08 Bosch Gmbh Robert System zur Einstellung einer Getriebeübersetzung
FR2772683B1 (fr) * 1997-12-19 2000-01-21 Renault Procede de controle global d'un groupe moto propulseur
FR2775749B1 (fr) * 1998-03-03 2000-05-05 Renault Procede de supervision adaptative de transmission automatique a evaluation multicritere floue
KR101459473B1 (ko) * 2013-08-30 2014-11-10 현대자동차 주식회사 차량용 자동 변속기의 변속 제어 방법

Citations (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3341652A1 (de) * 1983-11-18 1985-06-05 Dr.Ing.H.C. F. Porsche Ag, 7000 Stuttgart Verfahren und vorrichtung zur steuerung einer kupplungs-getriebe-einheit
JPS6127345A (ja) * 1984-07-17 1986-02-06 Nissan Motor Co Ltd 自動変速機の制御装置
US4841815A (en) * 1987-03-31 1989-06-27 Nissan Motor Co., Ltd. Fuzzy control system for automatic transmission
EP0375155A1 (en) * 1988-11-18 1990-06-27 Honda Giken Kogyo Kabushiki Kaisha Vehicle automatic transmission control system
EP0471102A1 (de) * 1990-08-14 1992-02-19 Siemens Aktiengesellschaft Getriebesteuerung für ein Kraftfahrzeug
US5099428A (en) * 1989-01-09 1992-03-24 Nissan Motor Company, Limited Shifting control system for automotive automatic power transmission with neuron computer with refined data sampling and shifting pattern recollection characteristics
WO1993000624A1 (de) * 1991-06-21 1993-01-07 Dr.Ing.H.C. F. Porsche Aktiengesellschaft Verfahren zur steuerung eines selbsttätig schaltenden getriebes eines kraftfahrzeugs
WO1993000532A1 (de) * 1991-06-21 1993-01-07 Dr.Ing. H.C. F. Porsche Aktiengesellschaft Verfahren zur steuerung eines stufenlosen kraftfahrzeuggetriebes
JPH05155223A (ja) * 1991-12-09 1993-06-22 Nissan Motor Co Ltd 能動型サスペンション
WO1993023689A1 (de) * 1992-05-11 1993-11-25 Zf Friedrichshafen Ag Steuersystem zum schalten eines automatischen getriebes
US5267158A (en) * 1991-09-14 1993-11-30 Honda Giken Kogyo Kabushiki Kaisha Lock-up clutch fuzzy logic control system of vehicle automatic transmission
US5289740A (en) * 1992-03-02 1994-03-01 Saturn Corporation Inference-based manual pulldown control of an automatic transmission
US5323318A (en) * 1991-09-04 1994-06-21 Honda Giken Kogyo Kabushiki Kaisha System for controlling vehicle automatic transmission using fuzzy logic
US5337630A (en) * 1991-09-12 1994-08-16 Honda Giken Kogyo Kabushiki Kaisha Vehicle automatic transmission control system
EP0626527A1 (de) * 1993-05-25 1994-11-30 Siemens Aktiengesellschaft Steuerung für eine Einrichtung in einem Kraftfahrzeug
US5389050A (en) * 1991-09-12 1995-02-14 Honda Giken Kogyo Kabushiki Kaisha Vehicle automatic transmission control system using fuzzy logic to determine slope and an inferred driver's intention to decelerate (DEC) to determine the correct gear position
EP0576703B1 (de) * 1992-06-30 1995-11-02 Siemens Aktiengesellschaft Getriebesteuerung

Patent Citations (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3341652A1 (de) * 1983-11-18 1985-06-05 Dr.Ing.H.C. F. Porsche Ag, 7000 Stuttgart Verfahren und vorrichtung zur steuerung einer kupplungs-getriebe-einheit
JPS6127345A (ja) * 1984-07-17 1986-02-06 Nissan Motor Co Ltd 自動変速機の制御装置
US4841815A (en) * 1987-03-31 1989-06-27 Nissan Motor Co., Ltd. Fuzzy control system for automatic transmission
EP0375155A1 (en) * 1988-11-18 1990-06-27 Honda Giken Kogyo Kabushiki Kaisha Vehicle automatic transmission control system
US5099428A (en) * 1989-01-09 1992-03-24 Nissan Motor Company, Limited Shifting control system for automotive automatic power transmission with neuron computer with refined data sampling and shifting pattern recollection characteristics
EP0471102A1 (de) * 1990-08-14 1992-02-19 Siemens Aktiengesellschaft Getriebesteuerung für ein Kraftfahrzeug
WO1993000624A1 (de) * 1991-06-21 1993-01-07 Dr.Ing.H.C. F. Porsche Aktiengesellschaft Verfahren zur steuerung eines selbsttätig schaltenden getriebes eines kraftfahrzeugs
WO1993000532A1 (de) * 1991-06-21 1993-01-07 Dr.Ing. H.C. F. Porsche Aktiengesellschaft Verfahren zur steuerung eines stufenlosen kraftfahrzeuggetriebes
US5323318A (en) * 1991-09-04 1994-06-21 Honda Giken Kogyo Kabushiki Kaisha System for controlling vehicle automatic transmission using fuzzy logic
US5337630A (en) * 1991-09-12 1994-08-16 Honda Giken Kogyo Kabushiki Kaisha Vehicle automatic transmission control system
US5389050A (en) * 1991-09-12 1995-02-14 Honda Giken Kogyo Kabushiki Kaisha Vehicle automatic transmission control system using fuzzy logic to determine slope and an inferred driver's intention to decelerate (DEC) to determine the correct gear position
US5267158A (en) * 1991-09-14 1993-11-30 Honda Giken Kogyo Kabushiki Kaisha Lock-up clutch fuzzy logic control system of vehicle automatic transmission
JPH05155223A (ja) * 1991-12-09 1993-06-22 Nissan Motor Co Ltd 能動型サスペンション
US5289740A (en) * 1992-03-02 1994-03-01 Saturn Corporation Inference-based manual pulldown control of an automatic transmission
WO1993023689A1 (de) * 1992-05-11 1993-11-25 Zf Friedrichshafen Ag Steuersystem zum schalten eines automatischen getriebes
EP0576703B1 (de) * 1992-06-30 1995-11-02 Siemens Aktiengesellschaft Getriebesteuerung
EP0626527A1 (de) * 1993-05-25 1994-11-30 Siemens Aktiengesellschaft Steuerung für eine Einrichtung in einem Kraftfahrzeug

Non-Patent Citations (4)

* Cited by examiner, † Cited by third party
Title
Patent Abstracts of Japan, vol. 10, No. 181 M-492! Jun. 25, 1986: & JP-A-61027345 (Nissan) Feb. 6, 1986.
Patent Abstracts of Japan, vol. 10, No. 181 M 492 Jun. 25, 1986: & JP A 61027345 (Nissan) Feb. 6, 1986. *
Patent Abstracts of Japan, vol. 17, No. 555 M-1492! Oct. 6, 1993; & JP-A-5155223 (Nissan) Jun. 22, 1993.
Patent Abstracts of Japan, vol. 17, No. 555 M 1492 Oct. 6, 1993; & JP A 5155223 (Nissan) Jun. 22, 1993. *

Cited By (44)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5968105A (en) * 1994-08-27 1999-10-19 Itt Manufacturing Enterprises Inc. Process for finding the transverse acceleration of a vehicle
US5910068A (en) * 1995-07-19 1999-06-08 Ford Global Technologies, Inc. Countershaft automatic gearbox, in particular an automatic gearbox for motor vehicles
US6217477B1 (en) * 1996-03-29 2001-04-17 Mazda Motor Corporation Automatic transmission control system
US6494379B1 (en) * 1996-05-31 2002-12-17 Robert Bosch Gmbh Method and arrangement having a data carrier
US6418365B1 (en) * 1997-12-23 2002-07-09 Robert Bosch Gmbh System for regulating a gear transmission ratio
US6308124B1 (en) 1998-11-16 2001-10-23 Cummins Engine Company, Inc. System for determining an equivalent throttle valve for controlling automatic transmission shift points
FR2796893A1 (fr) 1999-07-30 2001-02-02 Renault Systeme de pilotage autoadaptatif d'un groupe motopropulseur pour vehicule
KR100313289B1 (ko) * 1999-10-14 2001-11-07 최성규 자동 변속기의 변속비 및 동력전달효율 계산 프로그램 수행 방법
FR2800679A1 (fr) * 1999-11-05 2001-05-11 Renault Procede de commande d'un groupe motopropulseur en fonction du mode de conduite
WO2001032460A1 (fr) * 1999-11-05 2001-05-10 Renault Procede de commande d'un groupe motopropulseur en fonction du mode de conduite
US20010006923A1 (en) * 1999-12-29 2001-07-05 Juergen Loeffler System for adjusting a transmission ratio in a transmission built into a motor vehicle
US6592493B2 (en) * 1999-12-29 2003-07-15 Robert Bosch Gmbh System for adjusting a transmission ratio in a transmission built into a motor vehicle
US20080306665A1 (en) * 2001-05-11 2008-12-11 Ricardo Uk Limited Vehicle transmission shift quality
US6625535B2 (en) * 2001-08-17 2003-09-23 General Motors Corporation Adaptive powertrain braking control with grade, mass, and brake temperature
US6702713B2 (en) * 2001-12-21 2004-03-09 Eaton Corporation Shift strategies for mock continuously variable transmission
US20130020803A1 (en) * 2004-09-27 2013-01-24 S.O.E. Technologies Inc. Steady-state and transitory control for transmission between engine and electrical power generator
US10223935B2 (en) 2006-06-20 2019-03-05 Zonar Systems, Inc. Using telematics data including position data and vehicle analytics to train drivers to improve efficiency of vehicle use
US10056008B1 (en) 2006-06-20 2018-08-21 Zonar Systems, Inc. Using telematics data including position data and vehicle analytics to train drivers to improve efficiency of vehicle use
US20090306866A1 (en) * 2008-06-10 2009-12-10 The Regents Of The University Of Michigan Method, control apparatus and powertrain system controller for real-time, self-learning control based on individual operating style
US8612107B2 (en) * 2008-06-10 2013-12-17 The Regents Of The University Of Michigan Method, control apparatus and powertrain system controller for real-time, self-learning control based on individual operating style
US10431020B2 (en) 2010-12-02 2019-10-01 Zonar Systems, Inc. Method and apparatus for implementing a vehicle inspection waiver program
CN102518792B (zh) * 2011-12-16 2015-04-08 奇瑞汽车股份有限公司 一种自动变速箱模糊控制方法
CN102518792A (zh) * 2011-12-16 2012-06-27 奇瑞汽车股份有限公司 一种自动变速箱模糊控制方法
US10507845B2 (en) 2011-12-23 2019-12-17 Zonar Systems, Inc. Method and apparatus for changing vehicle behavior based on current vehicle location and zone definitions created by a remote user
US10099706B2 (en) 2011-12-23 2018-10-16 Zonar Systems, Inc. Method and apparatus for changing vehicle behavior based on current vehicle location and zone definitions created by a remote user
US9527515B2 (en) 2011-12-23 2016-12-27 Zonar Systems, Inc. Vehicle performance based on analysis of drive data
US10081368B1 (en) * 2012-01-30 2018-09-25 Apple Inc. Automatic configuration of self-configurable environments
US10899363B2 (en) 2012-01-30 2021-01-26 Apple Inc. Automatic configuration of self-configurable environments
US10289651B2 (en) 2012-04-01 2019-05-14 Zonar Systems, Inc. Method and apparatus for matching vehicle ECU programming to current vehicle operating conditions
US9358986B2 (en) 2012-04-01 2016-06-07 Zonar Systems, Inc. Method and apparatus for changing either driver behavior or vehicle behavior based on current vehicle location and zone definitions created by a remote user
US9747254B2 (en) 2012-04-01 2017-08-29 Zonar Systems, Inc. Method and apparatus for matching vehicle ECU programming to current vehicle operating conditions
US9229906B2 (en) 2012-04-01 2016-01-05 Zonar Systems, Inc. Method and apparatus for matching vehicle ECU programming to current vehicle operating conditions
US8914184B2 (en) * 2012-04-01 2014-12-16 Zonar Systems, Inc. Method and apparatus for matching vehicle ECU programming to current vehicle operating conditions
US10061745B2 (en) 2012-04-01 2018-08-28 Zonar Sytems, Inc. Method and apparatus for matching vehicle ECU programming to current vehicle operating conditions
US20130261874A1 (en) * 2012-04-01 2013-10-03 Zonar Systems, Inc. Method and apparatus for matching vehicle ecu programming to current vehicle operating conditions
GB2508690A (en) * 2012-09-06 2014-06-11 Jaguar Land Rover Ltd Vehicle control unit which suspends changes in selected operating modes
US9718475B2 (en) 2012-09-06 2017-08-01 Jaguar Land Rover Limited Terrain-based vehicle speed control and system
CN104768824B (zh) * 2012-09-06 2017-08-25 捷豹路虎有限公司 车辆控制***和方法
GB2508690B (en) * 2012-09-06 2015-07-29 Jaguar Land Rover Ltd Vehicle control system and method
CN104768824A (zh) * 2012-09-06 2015-07-08 捷豹路虎有限公司 车辆控制***和方法
US20180180168A1 (en) * 2016-12-22 2018-06-28 Eaton Corporation High efficiency, high output transmission
US10906546B2 (en) * 2016-12-22 2021-02-02 Eaton Cummins Automated Transmission Technologies High efficiency, high output transmission
CN110239558A (zh) * 2019-05-07 2019-09-17 江苏大学 一种基于识别系数的驾驶风格分层模糊识别***
CN110239558B (zh) * 2019-05-07 2021-02-12 江苏大学 一种基于识别系数的驾驶风格分层模糊识别***

Also Published As

Publication number Publication date
ES2158079T3 (es) 2001-09-01
JPH09508458A (ja) 1997-08-26
WO1995020114A3 (de) 1995-08-17
EP0739465B1 (de) 2001-06-06
EP0739465A1 (de) 1996-10-30
JP3481946B2 (ja) 2003-12-22
DE59509324D1 (de) 2001-07-12
WO1995020114A2 (de) 1995-07-27
KR970700835A (ko) 1997-02-12
KR100335041B1 (ko) 2002-10-09

Similar Documents

Publication Publication Date Title
US5711712A (en) Controller for an automatic motor vehicle transmission
US5390117A (en) Transmission control with a fuzzy logic controller
US6625535B2 (en) Adaptive powertrain braking control with grade, mass, and brake temperature
US5428531A (en) Speed change control method for setting a gearshift position of an automatic transmission for vehicles based upon driver acceleration intention and external variables
US6125314A (en) Drive train controller for a motor vehicle
US6006151A (en) Controller for an automatic transmission in a motor vehicle
US5361207A (en) Speed change control method for an automatic transmission for vehicles
US5895435A (en) Vehicle drive mode estimating device, and vehicle control apparatus, transmission shift control apparatus and vehicle drive force control apparatus including drive mode estimating device
US8909386B2 (en) Vehicle control system
US9067604B2 (en) Control device for vehicle
US8903619B2 (en) Vehicle control system
US5857161A (en) System for determining a gear ratio change in an automatic transmission
US6216068B1 (en) Method for driver-behavior-adaptive control of a variably adjustable motor vehicle accessory
US5919244A (en) Desired performance input fuzzy logic control system for automatic transmissions
US5390116A (en) Speed change control method and apparatus for an automatic transmission for vehicles traveling under various road conditions
JPH07151221A (ja) 車両内の装置用制御装置
US20140207334A1 (en) Vehicle control system
US20010021891A1 (en) Controller for automatic transmission
JP3334948B2 (ja) 車両用自動変速機
JP3107752B2 (ja) 車両の運転指向推定装置および車両の駆動力制御装置
JP2004509291A (ja) 既定の適応運転戦略の変更方法
US6311115B2 (en) Method and system for controlling a drive train of a motor vehicle
KR100384646B1 (ko) 자동차내부장치를위한제어기
JPH0735227A (ja) 降坂路ダウンシフト制御付き自動変速機
KR19990059730A (ko) 신경망을 이용한 자동 변속기 변속단 제어 알고리즘

Legal Events

Date Code Title Description
AS Assignment

Owner name: SIEMENS AKTIENGESELLSCHAFT, GERMANY

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:GRAF, FRIEDRICH;REEL/FRAME:008758/0346

Effective date: 19960805

FEPP Fee payment procedure

Free format text: PAYOR NUMBER ASSIGNED (ORIGINAL EVENT CODE: ASPN); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY

FPAY Fee payment

Year of fee payment: 4

FPAY Fee payment

Year of fee payment: 8

FEPP Fee payment procedure

Free format text: PAYER NUMBER DE-ASSIGNED (ORIGINAL EVENT CODE: RMPN); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY

Free format text: PAYOR NUMBER ASSIGNED (ORIGINAL EVENT CODE: ASPN); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY

REMI Maintenance fee reminder mailed
LAPS Lapse for failure to pay maintenance fees
STCH Information on status: patent discontinuation

Free format text: PATENT EXPIRED DUE TO NONPAYMENT OF MAINTENANCE FEES UNDER 37 CFR 1.362

FP Lapsed due to failure to pay maintenance fee

Effective date: 20100127